EP1321342B1 - Railway wagon and method for transporting semi-trailers - Google Patents

Abstract

The wagon has a resting surface (1) for the trailer wheels and a support trestle (2) for the traction saddle of the trailer (3). The support trestle is designed and fitted so that the horizontal pushing and pulling forces which act during normal transporting conditions between the trailer and the wagon can be transmitted to the traction journals of the trailer.

Description

The present invention relates to a railway freight wagon for the transport of semi-trailers and a method for transporting semitrailers on rail freight cars according to the preambles of the independent claims.

Against the background of increasingly stricter legal requirements and the associated costs, and in the light of capacitive bottlenecks of existing road networks on the main traffic axes, today there is a tendency in international long-distance goods traffic, especially for long distances and in transalpine traffic, to transport semi-trailers as unaccompanied freight by rail freight cars to transport. In order to make this mode of transport competitive, however, it is of paramount importance that loading at the place of departure and unloading at the destination take as little time as possible and can be accomplished in the simplest and safest possible way. It is also important that as many semi-trailers as possible can be transported using the same type of rail freight car, so that the flexible provision of suitable train compositions is logistically unproblematic.

In today's known types of rail freight cars for the transport of semitrailers of the semitrailer is parked with its wheels on the designated footprint of the rail freight car and with Radvorlegern which are mounted in front of and behind the wheels on the footprint, against displacement during transport horizontally in and against the direction of travel secured. The semitrailer's semi-trailer is supported vertically on a trestle which is located at the particular location dictated by the semitrailer length.

While in this way a secure attachment of the semitrailer is achieved on the rail freight cars, but the time required for this is enormous and detrimental to today's aspects of increased use of this mode of transport. In addition, in modern semitrailers with extensive substructures such as storage boxes and underrun protection an arrangement of Radvorlegern before the wheels is difficult or even impossible, so that e.g. The jumbo trailers increasingly used today are partially excluded from this type of transport. It should also be mentioned that the wheel rests must be accommodated when not in use on the rail freight cars, which makes automated handling difficult, and that these are losable but functionally essential components in the loss of the rail freight cars can not be used for the transport of semitrailers.

Out FR 92 411 E is a railway freight wagon for the transport of semitrailers known in which the saddle of the trailer is attached to the support on a support bridge and supported on this. The bridge is displaceable in the longitudinal direction of the railway goods wagon against a spring force to prevent overstressing of the kingpin of the semitrailer during transport operation as possible, the spring elements can move back the hump and the trailer attached to it automatically after a shift back to the starting position. This rail freight car does not have the disadvantages of the aforementioned prior art, but carries a safety risk because the semitrailer is held exclusively on kingpins and after transport is not readily ascertained whether the kingpins was exposed to impermissible stresses during transport or not.

Object of the present invention is therefore a railway freight wagon for the transport of semitrailers and to provide a method of transporting semitrailers with railway freight wagons which do not have or at least partially avoid the disadvantages of the prior art.

This object is achieved by the rail freight car and by the method according to the independent claims.

In one aspect of the invention, the railroad freight wagon for transporting semitrailers has a footprint which is intended to receive the wheels of the semitrailer, and a support bracket, which is provided for supporting the semitrailer of the semitrailer in the vertical direction during transport. The trestle is secured to the rail freight wagon in such a manner that under normal operating conditions it is capable of removing any semitrailer intended for transport on this rail freight wagon, i. Even the heaviest intended for transport semi-trailer, without the help of Radvorlegern or other horizontal fasteners horizontally in and / or contrary to the intended direction of travel on his kingpin at the predetermined location on the railway freight wagons. Under normal operating conditions, the normal driving operation, the coupling and uncoupling and the normal shunting understood, including the emergence of the rail freight car at a speed of 7 km / h on a bollard or another railway car.

With the railway freight wagon according to the invention, loading at the place of departure and unloading at the destination can be accomplished in a simple and safe manner in a short time. All types of semitrailers can be transported because the wheel rests omitted and thus the ground clearance in front of and behind the wheels practically does not matter. By eliminating the Radvorleger remains in the case of a fixed support bracket position the only set size is the fifth-wheel height of the semitrailers to be transported, which can be adjusted individually by means of height-adjustable trestles or with adapters so that in addition to the considerable simplification and time savings also an automatic loading and unloading of rail freight cars with semitrailers of all types is possible.

In this case, the attachment of the support bracket on the rest of the rail freight cars is designed such that the support bracket is directed at a certain permissible, exerted by the semitrailer or its kingpins on this tensile and / or thrust, which is directed horizontally in or against the intended direction of travel , horizontally in the direction of this tensile or thrust against the rail freight cars and thus can move relative to the footprint without losing its vertical support function. This displacement may be temporary or permanent, either causing only a reduction in the load on the kingpin or, in the case of a permanent displacement, additionally indicating that an abnormal load has occurred during transport. Advantageously, the permissible tensile and / or thrust force, beyond which a displacement of the support block takes place, such that it is equal to or less than the thrust generated by the heaviest with the railway freight wagon to be transported semi-trailer, when in the intended direction of travel delayed with 0.6 g, preferably 0.8 g. For simplicity, this force can be calculated as the product of the total weight of the semitrailer and the acceleration value, so that, for example, for a semitrailer with 38 t total weight with a delay of 0.8 g, a permissible tensile and / or shear force of almost 300 kN results. Since the kingpins of the semitrailer such tensile and shear stresses even with a corresponding number of load cycles must survive without damage, this value represents a reasonable upper limit for the permissible tensile and / or shear forces.

Also, the support bracket is attached to the rest of the railway freight car in such a way that it in and / or contrary to the intended direction of travel by guide means, such as. Slide rails, guided in the horizontal direction, but by means of preferably exchangeable support means, such as. biased coil springs or crash elements, is prevented under normal operating conditions from such a shift and is therefore fixed under these normal operating conditions compared to the rest of the rail freight car and its footprint. The support means are dimensioned such that they temporarily or permanently give in excess of the permissible tensile and / or shear force on the support block and thus allow guided by the guide means displacement of the support block under limitation or reduction of the occurring tensile and / or shear forces.

The support means comprise damping elements, preferably hydraulic dampers, e.g. hydraulic telescopic shock absorbers, friction dampers, e.g. Shear friction dampers, damping elements acting through deformation, or combinations thereof, e.g. Crash elements. In this way, the released energy can at least partially consume and limit any restoring reactions.

The damping elements are irreversibly changed in the exercise of their damping function when moving the support block, preferably plastically deformed, so that the state of the same can be used after the transport as a criterion for whether the kingpin has experienced unacceptable stresses during transport. If that is the case, a specific examination or exchange can be made.

Preference is given to the use of crash elements as Dämfungselemente the support means, since they develop a damping effect both by friction and by deformation and therefore are able to consume a lot of energy.

Advantageously, the support means are formed exclusively by crash elements, preferably in such a way that viewed in the direction of travel, a crash element is arranged in front of and behind the support frame. This results in a particularly simple and inexpensive construction.

In a further preferred embodiment of the rail freight car, the support frame is designed such that its Aufsattelhöhe on the footprint for the wheels of the semitrailer to be transported is adjustable, preferably in stages. Advantageously, this Aufsattelhöhe can be varied at least between two of the following, typical in Europe saddle heights for semitrailers: 1130mm, 980 mm, 850 mm. Railway goods wagons of this type according to the invention can transport virtually all semi-trailers known in Europe without additional adapter elements.

In still a preferred embodiment, the rail freight wagon has end buffers dimensioned such that the rail freight wagon, when loaded with its half maximum payload at a casserole at a speed of 7 km / h on a bumper, has a maximum deceleration of less than 1g, preferably less than 0.8g experiences. As a result, the risk of overuse of the kingpins of a transported with the rail freight wagon semitrailer when shunting or arrival and Abkoppelbetrieb can be significantly reduced.

In yet another preferred embodiment of the rail freight car this is designed as a low-floor car with a riot height of its footprint over rail top of less than 400 mm, preferably smaller than 350 mm, which can also be transported large volume jumbo semi-trailer in compliance with the specified clearance profiles.

If the rail freight wagon is designed as a pocket wagon, the result is particularly stable constructions, since the side walls projecting beyond the footprint significantly contribute to the rigidity of the freight wagon.

It is also preferable to design the railway freight wagon as a double wagon, preferably as a double articulated wagon, wherein it is advantageously equipped with three bogies. Such a construction allows the assembly of railway car compositions with a large transport capacity and a small train length at the same time.

In a last preferred embodiment of the railway freight wagon this is designed such that at least two such freight cars can be put together to a railway car composition, which forms a longitudinally with the wheels of the semitrailer to be transported with her and traversable from the front side surface. Such a construction allows the loading and unloading of the inventive rail freight cars with non-cranable semi-trailers by means of portal tugs.

A second aspect of the invention relates to a method for transporting semitrailers on rail freight cars, which is arranged without tractor on the rail freight car. Here, the semi-trailer is connected during transport in the horizontal direction with his kingpin with the rail freight cars, so that the occurring during transport between the semitrailer and the railway freight car horizontally directed tensile and / or shear forces are transmitted substantially via the kingpin on the semitrailer.

With the inventive method, the loading and unloading of all current semitrailers on railway freight cars can be accomplished in a particularly cost and time-saving manner and also automate if necessary.

In this case, the kingpin is attached to a provided by the railway freight wagon support and this support bracket held in such a way on the railway wagon that he is exercised together with the semitrailer when exceeding a certain, to be transported by the semitrailer or its kingpin horizontally in the intended direction of travel on the support bracket Zugzug. and / or thrust temporarily or permanently in the horizontal direction shifts the rail freight car. As a result, the stress on the kingpin can be reduced and, within certain limits, an unacceptable stress of the same can be prevented. In addition, a permanent shift can serve as an indicator of unacceptable stress. Preferably, the trestle is held on the railway wagon in such a way that it begins to shift at a horizontal tensile and / or shear force of 260 kN, preferably 300 kN, since a larger number of load changes with greater than these forces lead to damage of the kingpin could.

Also, in the inventive method, the support bracket with guide horizontally in and / or contrary to the intended direction of travel slidably mounted on the railway wagon and secured by support means against displacement along the guide means under normal operating conditions, the support means are designed such that they exceed the allowable train - and / or give push force and thereby allow a displacement of the support block along the guide means.

In one preferred embodiment of the method, the rail freight wagon is equipped with end buffers which determine the maximum deceleration of the rail freight wagon when loaded with its half maximum payload and with a casserole with 7 km / h on an impact block in the horizontal direction, to a value of 1g, preferably limit 0.8g. As a result, the risk of overuse of the kingpin during shunting or arrival and Abkoppelbetrieb significantly reduced.

• Fig. 1 eine Seitenansicht der vorderen Hälfte eines erfindungsgemässen Gelenk-Doppelwagens;
• Fig. 2 eine Seitenansicht wie in Fig. 1 mit einem auf der dargestellten Wagenhälfte angeordneten Sattelanhänger;
• Fig. 3 einen Vertikalschnitt in Längsrichtung durch den Stützbock der in den Figuren 1 und 2 dargestellten vorderen Wagenhälfte und durch dessen Befestigung am Wagen: und
• Fig. 4 einen Längsschnitt durch eines der in Fig. 3 dargestellten Crash-Elemente.

Further preferred embodiments of the invention will become apparent from the dependent claims and from the following description with reference to FIGS. Showing:

• Fig. 1 a side view of the front half of an inventive double-jointed carriage;
• Fig. 2 a side view as in Fig. 1 with a semitrailer arranged on the carriage half shown;
• Fig. 3 a vertical section in the longitudinal direction through the support bracket in the FIGS. 1 and 2 shown front half of the car and by its attachment to the car: and
• Fig. 4 a longitudinal section through one of the in Fig. 3 illustrated crash elements.

The basic structure of a railway goods wagon according to the invention for transporting semitrailers 3 is known from the FIGS. 1 and 2 can be seen, which show the front half of a low-floor articulated double carriage with a total of three biaxial bogies in the side view, once with ( Fig. 2 ) and once without ( Fig. 1 ) a semitrailer 3 as intended arranged on it.

As in Fig. 2 can be clearly seen, the illustrated part of the articulated double carriage on a footprint 1 for the wheels of the semitrailer 3 and also has a continuously adjustable via a scissors mechanism in height support bracket 2, which is arranged immovably at a position above the foremost bogie and on which the tension saddle of the semitrailer 3 is supported in the vertical direction. The Zugsattelbolzen the semitrailer 3 is positively connected in the horizontal direction with the support frame 2 and represents the only connection in the horizontal direction between the semitrailer 3 and the articulated double carriage, so that all forces occurring in the horizontal direction between semitrailer 3 and articulated double carriage forces exclusively be transmitted via the support bracket 2 and the kingpin. The usual in the prior art Radvorleger are not present. In order to enable this mounting method, the support frame 2 is structurally designed such and attached to the articulated double carriage, that he under normal operating conditions between the semitrailer 3 and the articulated double car horizontally in and against the direction of F acting tensile and shear forces safely can transfer the kingpins of the semitrailer 3, without causing a change in position of the semitrailer on the articulated double car.

How out Fig. 3 shows which a vertical section in the longitudinal direction through the support frame. 2 and by its attachment to the articulated double carriage, the scissors mechanism of the support frame 2 is supported by a base plate 7, which would be guided guided by guide means 4, which are designed as guide rails 4 in and against the intended direction of travel F, if this sliding movement is not through depending seen in the direction of travel F arranged before and after the support frame 2 support means 5, which consists of a single crash element 5, would be prevented. Such crash elements are commercially available, for example from Schwab Verkehrstechnik AG, Schaffhausen, Switzerland. The crash elements 5 are interchangeable and free of play installed in the direction of travel F, so that the support frame 2 is firmly connected in the illustrated situation in all directions with the rest of the joint double carriage. The crash elements 5 are dimensioned in the present case such that upon the occurrence of horizontal tensile or shear forces on the support frame 2 of more than 260 kN each acted upon with compressive force crash element 5 of the base plate 7 with the support block 2 thereon, which moves along the guide rails 4, is pushed together. This value of 260 kN corresponds approximately to a deceleration of a semitrailer weighing 38 t with 0.7 g.

How out Fig. 4 can be seen, which shows a longitudinal section through one of the crash elements 5, this pushes the inner tube 8 of the crash element 5 an expansion sleeve 9 in the outer tube 10 of the crash element 5, with the same widening plastic. As a result, the energy occurring during the displacement is converted into frictional and deformation energy and thereby consumed, but the crash element 5 is destroyed and must be replaced.

If the entire constructively provided sliding path of the crash element 5 is not used up when pushing together, then it can be assumed that despite normal operating conditions, it does not lead to a Overuse of the kingpins of the transported semitrailer 3 has come. If the crash element 5, however, pushed completely together, it must be assumed that the kingpins were possibly damaged.

The fact that at least one of the crash elements 5 is at least partially pushed together when exceeding the permissible tensile or thrust, they can also serve to control proper operating conditions, such that is checked after each transport, whether one of the crash elements. 5 partially pushed together or not. In the latter case, it may be assumed that no abnormal operating conditions with overstressing of the kingpin of the transported semitrailer 3 occurred during the last transport.

Claims (16)

1. Railway freight wagon for transporting semi-trailers (3), with a contact area (1) for the wheels of the semi-trailer (3) and with a trestle (2) for supporting the saddle of the semi-trailer (3), wherein the trestle (2) is constructively formed and attached to the railway freight wagon in such a way that the horizontally oriented tractive and/or thrust forces acting between the semi-trailer (3) and the railway freight wagon under normal conditions during the transport, are transferable in their entirety via the trestle (2) onto the saddle pin of the semi-trailer (3) and wherein the trestle (2) is attached to the railway freight wagon in such a way that, in case of exceeding a certain admissible tractive and/or thrust force exerted horizontally in or counter the intended travel direction (F) by the saddle pin of the semi-trailer (3) to be transported onto the latter, it may be temporarily or permanently horizontally displaced in the direction of the tractive and/or thrust force with respect to the contact area (1), in order to diminish the stress upon the saddle pin and/or to show an inadmissible stress of the latter, and wherein the trestle (2) is arranged in a horizontally displaceable way, in and/or counter the intended travel direction (F), at the railway freight wagon by means of guiding means (4) and is secured, in normal operating conditions, against a displacement along the guiding means (4) by means of supporting means (5), wherein the supporting means are sized in such a way that they cede in case of an exceedance of the admissible tractive and/or thrust force and thereby allow a displacement of the trestle (2) along the guiding means (4), characterized in that the supporting means (5) comprise damping elements and in that the damping elements are formed in such a way that they are irreversibly changed in case of an exertion of their damping function.
2. Railway freight wagon according to claim 1, characterized in that this admissible tractive and/or thrust force is smaller than or equal to that thrust force which is issued by a heaviest semi-trailer (3) to be transported with the railway freight wagon, when it is decelerated in the intended travel direction (F) by 0.6g, particularly by 0.8g.
3. Railway freight wagon according to one of the preceding claims, characterized in that the supporting means (5) comprise springs, particularly pretensioned spiral springs.
4. Railway freight wagon according to one of the preceding claims, characterized in that the supporting means comprise as damping means hydraulic dampers, friction dampers, damping elements acting by deformation or a combination thereof.
5. Railway freight wagon according to claim 4, characterized in that the damping elements are plastically deformed when exercising their damping function.
6. Railway freight wagon according to claim 5, characterized in that the damping elements are Crash-elements (5) which cause a damping by friction as well as by plastic deformation when exercising their damping function.
7. Railway freight wagon according to claim 6, characterized in that the supporting means (5) are exclusively formed by Crash-elements (5) and particularly in that exactly one Crash-element (5) is arranged ahead and after the trestle (2) respectively, seen in travel direction (F).
8. Railway freight wagon according to one of the preceding claims, characterized in that the coupling height of the supporting frame (2) is adjustable above the contact area (1), particularly adjustable in multiple steps, and particularly in that the coupling height is adjustable stepwise to 1130 mm, 980 mm and/or 850 mm above the contact area (1).
9. Railway freight wagon according to one of the preceding claims, characterized in that the railway freight wagon is equipped with buffers (6) limiting the maximum deceleration of the railway freight wagon loaded with half of the maximum payload, when running into a bumper with a speed of 7 km/h, to a value smaller than 1g, particularly smaller than 0.8g.
10. Railway freight wagon according to one of the preceding claims, characterized in that the railway freight wagon is formed as a flatbed wagon in such a way that the stand height for the wheels of the semi-trailer (3) is smaller than 400 mm, particularly smaller than 350 mm, from above the upper railhead (S).
11. Railway freight wagon according to one of the preceding claims, characterized in that the railway freight wagon is formed as a pocket wagon.
12. Railway freight wagon according to one of the preceding claims, characterized in that the railway freight wagon is formed as a double carriage, particularly as an articulated double carriage, and particularly in that it is equipped with three bogies.
13. Railway freight wagon according to one of the preceding claims, characterized in that the railway freight wagon is formed in such a way that a railway wagon composition formed by a plurality of such railway freight wagons has a surface onto which the semi-trailer (3) to be transported may be driven over in a longitudinal direction by means of the wheels and which is accessible from the front side.
14. Method for transporting semi-trailers (3) on railway freight wagons, wherein the semi-trailer is arranged on the railway freight wagon without motor tractor, wherein the semi-trailer (3) is connected to the railway freight wagon via its saddle pin in order to substantially entirely transmit the horizontally oriented tractive and/or thrust forces acting between the semi-trailer (3) and the railway freight wagon during the transport, wherein the saddle pin is attached to a trestle (2) of the railway freight wagon and the trestle (2) together with the semi-trailer (3), in case of exceeding a certain admissible tractive and/or thrust force exerted onto the trestle (2) horizontally in the intended travel direction (F) by the semi-trailer (3) to be transported, are temporarily or permanently displaced in a horizontal direction with respect to the railway freight wagon, in order to diminish the stress upon the saddle pin and/or to show an inadmissible stress of the latter, wherein the trestle (2) is arranged in a horizontally displaceable way in and/or counter the intended travel direction (F) at the railway freight wagon by means of guiding means (4) and is secured, in normal operating conditions, against a displacement along the guiding means (4) by means of supporting means (5), wherein the supporting means (5) are sized in such a way that they cede in case of an exceedance of the admissible tractive and/or thrust force and thereby allow a displacement of the trestle (2) along the guiding means (4), characterized in that supporting means (5) comprising damping elements which are irreversibly changed in case of exertion of their damping function are used.
15. Method according to claim 14, characterized in that this displacement takes place when exceeding a horizontal tractive and/or thrust force of 260 kN, particularly 300 kN.
16. Method according to one of the claims 14 or 15, characterized in that the railway freight wagon is equipped with buffers (6) limiting the maximum deceleration of the railway freight wagon loaded with half of the maximum payload, when running into a bumper with a speed of 7 km/h, to a value smaller than 1g, particularly smaller than 0.8g.

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